Low Carbon Fuels Strategy

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April 2022 Low Carbon Fuels Strategy: Call for Ideas Response from Railway Industry Association 1.

INTRODUCTION

1.1

The Railway Industry Association (RIA) is pleased to respond to the DfT Call for Ideas on a Low Carbon Fuels Strategy. No part of this response is confidential.

2.

BACKGROUND TO RIA

2.1

RIA is the voice of the UK rail supply community; the national trade association for UK-based suppliers to the railway industry. Established over 140 years ago, RIA has over 300 member companies from across the supply chain, over 60% of which are small or medium sized enterprises (SMEs). Our member companies represent a large proportion of the rail industry by turnover, reflect a great diversity of disciplines within the sector and cover the lengths and breadths of the UK.

3.

SUMMARY AND GENERAL COMMENTS

3.1

Rail is an inherently energy efficient mode of surface transport due to its very low rolling resistance and greenhouse gas emissions from rail transport are small compared to other modes. However, it is still vitally important that rail decarbonises at pace to ensure it remains an attractive and environmentally advantageous mode of transport for the future. It is also imperative that rail decarbonisation is achieved in a way that does not pass on a significant cost to customers and in so doing create a modal shift away from rail towards less efficient road transport.

3.2

RIA supports the industry’s Traction Decarbonisation Network Strategy (TDNS) and the DfT’s Transport Decarbonisation Plan (TDP). The TDNS makes the case for widescale electrification of the GB rail network to achieve net-zero emissions, with hydrogen and battery as the preferred traction energy choice for passenger vehicles on lines which aren’t appropriate for overhead line electrification. The need to decarbonise heavy freight traffic (90% of rail freight is hauled by diesel traction currently) is a significant driver for electrification of secondary and freight routes as battery and hydrogen are not currently considered feasible alternatives and would require expensive new locomotives. It should be noted that the whilst the TDNS represents one route to achieving net zero, current plans for further electrification of the rail network fall far short of the TDNS ambition.

3.3

The LCF strategy needs to recognise that the GB railway is not unique in its amount of electrification and there are railways around the world, e.g., North America where the electrification rate is far lower than in the UK. Decarbonisation of rail is therefore a shared challenge, but unlike aviation and road transport the challenge is not necessarily a global one. Understanding the trends and drivers in countries with shared challenges could help in shaping the strategy for rail specifically. It could also create export opportunities if the UK takes a leadership role.

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